Internal-combustion engine



March 10, 1925.

E. A. RIOTTE INTERNAL COMBUSTION ENGINE FiledNov. 2 921 2 Sheets-Sheet 1 INVENTOR u'zif A TTORNE 5.

March 10, 1925.

INTERNAL COMBUSTION ENGINE Filed NOV 26, 1921 2 Sheets-Sheet 2 I INVENTOR By a J2Zfi2l2 ATTORNEY v Patented Mar. 10, 1925.-

UNITED STATES EUGENE A. .morrn, or

I PATENT OFFICE.

, NEW YORK, AS$IGNOR TO STANDARD MOTOR CONSTRUCTION COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

INTERN AL- COMBUSTION ENGINE.

Application filed November 26, 1921. Serial No. 517,918.

To all whom it may concern:

Be' it known that I, EUGENE A. Brown, a citizen of the United States of America, residing at Manhamet, Nassau County, Long Island, New York, havev invented a new and useful Internal-Combustion Engine, of

which the following is a specification.

My invention relates to improvements in internal combustion. engines, and the object is to provide improved features of construction which will operate to increase the efliciency 6f the motor. My improvements permit the heavier liquid hydrocarbon fuels to be used with great advantage and success. The invention is of great value when applied to multiple cylinder engines of the 45-0 ole t e.

T e various benefits and advanta es will be appreciated by any mechanic skilled in 20. the art who will read the following description, and examine the accompanying drawings, in which igure 1 is a side elevation of so much of-the upper portion of an engine as is essential to a full understanding of my new and us'eful improvements.

Fig. 2 is a plan view of the parts shown in Fig. 1;

Fig. 3 is an end elevation of parts shown in Flg. 1, certain portions being shown 1n section;

Fig. 4 is a side elevation of a modificatmn.

Fig. 5 is an end elevation illustrating another modification. Y

Fig. 6 is a cross section illustrating in 'detail a vaporizer of conventional form.

I have not attempted to show more than the upper portion of the engine'and only such parts as are directly related to niy particular improvements, it being understood that, aside from the parts illustrated, any of the well known internal combustion engine constructions suitable thereto may be ranches are indicated at 3 t, 5 and dicated at emplo ed. I

In the drawings I have shown my 1nven-' assages of the respective cylinders.

7 (Fi 3). Any well known means (not shown may be provided to operate said in let valve. I have not attempted to show the usual exhaust valve, as it will be understood that such a valve and operating means therefor may be employed-' for each cylinder.

By preference the end of each branch 3, 4, 5 and 6 of the manifold pipe inclines downwardly toward the head of the engine, and each branch is equipped with a suitable vaporizer or carburetor, so called. These Vaporizers are indicated, respectively, at 8, 9, 10 and 11, and each vaporizer is provided with its own independent adjustment, conventionally indicatedat 8, 9, 10 and'll.

It is a well known fact that in the construction of manifold pipes great difliculty has been experienced in supplying gas from a source at the base of the trunk, equally, as to quantity and quality, to each of the cylinders. This is due to many obstacles, one being the difference in the distance of the several cylinders from the common source of supply. As is well known, inventors have exercised much'imagination and have produced a wide variety of forms and modifications of intake manifolds in an'efiort to provide one that would supply a proper as from a common source in the trunk an deliver it equally to all of the cylinders. When, as at present, liquid hydro-carbons, are of a very low ade, there is a tendency for much of t e atomized fuel to condense or return to solid liquid form before it has been burnt. This has been another obstacle that has tended to impair the efficiency of internal combustion engines when employing low grade fuel. By my improvement I provide means for transforming the liquid fuel into the proper form and mix it with air in the proper quantity, so close to the point of consumptlon that the above difliculties are practically eliminated. By providing independent regulating means for each vaporizer I am also enabled to regulate the fuel supply for each cylinder independently of the supply for every. other cylinder, with the result that by careful initial adjustment all of the c linders may be caused to fire even- 1 and uniformly at varying engine speeds y preference I provide a butterfly throttle valve in each branch, and under some conditions it ispreferable to locate said valve in advance of the vaporizer, that is to say, in the path of the entering air before it reaches the vaporizer. One of these butterfly valves, so located, is indicated at 12 (Fig. 3). When a butterfly valve is used in each branch I connect the same by suitable links M-l l, which may be suitably connected with an operating lever 15, by which the valves may be correspondingly opened and closed from a single point. In some instances, and more particularly where high grad fuel is employed, the butterfly valve may be located between the carbureter and the intake valve, as indicated in the modification (Fig. 5), wherein 12 represents the butterfly valve. In other instances a single throttle valve may be located in the trunk, the same being conventionally shown at 12", in Fig. 4, this being made possible by the independence of adjustment of said Vaporizers. When the heavier hydro-carbons are employed, it is important, so far as possible, to avoid obstructing the gas, after it has been formed at the vaporizer, since any obstruction such as a wall or bend in the pipe tends to cause the fuel in suspension in the mixture to accumulate in the form of solid liquid;

therefore, in using the heavier hydro-can bons it is preferable not to place the throttle valve or butterfly valve between the vaporizer and the intake valve, since to do so would be to add that further obstruction to the mixture.

Inasmuch as in the use of the heavier hydro-carbons there may still be a tendency for the fuel to collect in the form of solid liquid on the walls of the inlet .pipe adjacent to the valve, I preferably provide means to revaporize or respray said liquid directly at the inlet valve passage, and such means is described and claimed in detail in another application just filed by me. Briefly, I may state that such solid liquid fuel as might accumulateon the inner wall of the intake pipe may be caught in a trough 16, from which small ducts lead to the valve seat, so that when the inlet valve 7 opens these ductswill be opened, and the liquid in the trough 16 will flow in very small streams to said opening, where, by reason of the velocity of air traversing the ends of said ducts, the said liquid will be again broken." up into fine particles andv revaporized or resprayed before actually entering the combustion chamber. While it is my desire to claim this revaporlzing means in combination with the features of improvement which are the main subject of the present case, specifically and separately it is made the subject matter of my other application to which I have alluded.

In Fig. 6 I have shown a conventional form of va orizer, in which 11 represents the so-calle float tank, in which the fuel jecting into the inlet pipe 6.

is maintained atan appropriate level by means of a valve controlling float 11. 11 represents the jet' in communication with theinterior of the chamber 11, said jet pro- 11 represents the head of a needle valve. by which the fuel feed to the jet 11"- maybe adjusted.

In operation it will be apparent that the particular design of the trunk 2, and branches of the manifold pipe which lead therefrom to the carbureters, is largely immaterial, so long as they are capable of supplying an adequate amount of air. The question of the character and quantity of fuel mixture actually delivered to each cylinder is determined by the adjustment of the particular vaporizer adapted to each particular cylinder. In this connection I should state that it is also possible to adjust each butterfly valve with relation to its own particular cylinder, this being ac complished by simply shifting the throttle lever arm on the end of the butterfly valve stem to the desired degree, such arm being customarily secured to said valve by a set screw, indicated at 17 (Fig. 3).

It will be understood that I have used the term vaporizer in a very broad sense to cover any means which will suitably spray or mix the liquid fuel with air in the proper proportions for the purpose intended.

I have shown and described my invention in detail only in so far as it applies to one specific form and arrangement of parts. It should therefore be understood that the intended scope of the invention as claimed is not limited to-the particular form and arrangement shown or described, but may cover-any embodiment wherein the objects and advantages ascribed to my invention can be attained.

What I claim is:

4 1. In an internal combustion engine, a plurality of cylinders, a valved inlet in each cylinder, an air intake pipe having branches leading to the valved inlets of said cylinders respectively, and vaporizing means in said branches respectively, in combination with a second vaporizing means in each of said branches beyond the first-mentioned vaporizer.

2. In an internal combustion engine, a plurality of cylinders, a valved inlet in each cylinder, an air intake pipe havin branches leading to the valved inlets of said cylinders respectively, and vaporizing means in said branches respectively, in combination with a second vaporizing means in each of said branches beyond the first-mentioned vaporizer and adjacent to the valved inlet.

3. In an internal combustion engine, a plurality of cylinders, a valved inlet in each cylinder, an air intake pipe having branches leading to the valved inlets of the cylinders respectively, the ends of said branches being directed downwardly toward said inlets, a vaporizing means in each of said downwardly extending ends respectively.

4. In an internal combustion en e, a

v plurality of cylinders, a valved inlet in each cylinder, an air intake pipe comprising an upwardly extending trunk having branches leading therefrom, the ends of said branches being substantially straight and leading downwardly to said valved inlets respectively with vaporizing means in each of said downwardly extending portions.

5. In an internal combustion en 'ne, a plurality of cylinders, a valved inlet in each cylinder, an air intake pipe comprising an upwardly extending trunk having branches leading therefrom,-.the ends of said branches being substantiall straight and leading downwardly to sai valved inlet respectively with vaporizing means in each of said downwardly extendlng portions, each of said va- 7 porizing means being independently adjust- ]able, and a throttle in each of said branches.

-6. In an internal combustion engine, a plurality of cylinders, a valved inlet m-each cylinder, an air intake pipe comprising an upwardly. extending trunk having branches leading therefrom, the ends of said branches being substantially straight and leading downwardly to said valved inlet respectively with vaporizing means in each of said downwardly extending portions, each of said vaporizing means being independently adjustable, and a throttle in each of said branches, each of said throttles being located between the trunk portion of the air intake pipe and said vaporizer.

7. In an internal combustion engine, a

cylinder, a valved inlet therein, an air intake pipe extending above said valved in-. let and leading in a downward direction thereto, a vaporizer located in that part of said pipe leading downwardly to said valved inlet, means for controlling the volume of air passing through said pipe, and a revaporizing means located beyond the first valporlzer and in the region of the valved in ct.

EUGENE A. RIOTTE. 

